Vehicular transmission device

ABSTRACT

Provided is a transmission device of a vehicle, that can use a manual transmission without modifications, and can perform automatic gear shifting. A transmission is provided with shift blocks for regulating shifting between gear positions so as to achieve the automatic gear shifting. This vehicle transmission device includes the shift block for the reverse-1st speed (B 1 ), the shift block for the 4th speed-5th speed (B 4 ), the shift block for the 2nd speed-3rd speed (B 2 ), and the shift block for the 6th speed (B 6 ) arranged in this order in a selection operation direction. The vehicle transmission device also includes first through fourth shift levers ( 24   a,    25   a,    25   b,    24   b ) that engage respectively with the shift blocks, a first select actuator ( 30   a ) that moves the first or second shift lever ( 24   a,    25   a ) for a select operation, a first shift actuator ( 31   a ) that moves the first or second shift lever ( 24   a,    25   a ) for a shift operation, a second select actuator ( 30   b ) that moves the third or fourth shift lever ( 25   b,    24   b ) for the select operation, and a second shift actuator ( 31   b ) that moves the third or fourth shift lever ( 25   b,    24   b ) for the shift operation.

TECHNICAL FIELD

The present invention relates to a transmission device of a vehicle inwhich gear shifting operations are automatized based on a manualtransmission.

BACKGROUND ART

A general 6-speed manual transmission (hereinafter referred to as atransmission) will be described with reference to FIG. 8.

A transmission TM includes an input shaft 10, an output shaft 11, and acounter shaft 12. The output shaft 11 is disposed coaxially with thisinput shaft 10. The counter shaft 12 is disposed parallel to the inputshaft 10 and output shaft 11. An input main gear 13 is disposed on theinput shaft 10. A 1st speed (1st) main gear M1, a 2nd speed (2nd) maingear M2, a 3rd speed (3rd) main gear M3, a 4th speed (4th) main gear M4,and a reverse main gear MR are journally supported on the output shaft11, and a 6th speed (6th) main gear M6 is fixedly secured on the outputshaft 11. On the counter shaft 12, an input counter gear 14, a 1st speedcounter gear C1, a 2nd speed counter gear C2, a 3rd speed counter gearC3, a 4th speed counter gear C4, and a reverse counter gear CR arefixedly secured, and a 6th speed counter gear C6 is journally supported.The input counter gear 14 engages with the input main gear 13. The 1stspeed counter gear C1 engages with the 1st speed main gear M1. The 2ndspeed counter gear C2 engages with the 2nd speed main gear M2. The 3rdspeed counter gear C3 engages with the 3rd speed main gear M3. The 4thspeed counter gear C4 engages with the 4th speed main gear M4. Thereverse counter gear CR engages with the reverse main gear MR via anidle gear IR. The 6th speed counter gear C6 engages with the 6th speedmain gear M6.

In this transmission TM, a sleeve S1 is spline-engaged with a hub H1secured to the output shaft 11. When the sleeve S1 is spline-engagedwith a dog DR of the reverse main gear MR, the output shaft 11 rotatesreversely. When the sleeve S1 is spline-engaged with a dog D1 of the 1stspeed main gear M1, the output shaft 11 rotates at a speed correspondingto the 1st speed. A sleeve S2 is spline-engaged with a hub H2 secured tothe output shaft 11. When the sleeve S2 is spline-engaged with a dog D2of the 2nd speed main gear M2, the output shaft 11 rotates at a speedcorresponding to the 2nd speed. When the sleeve S2 is spline-engagedwith a dog D3 of the 3rd speed main gear M3, the output shaft 11 rotatesat a speed corresponding to the 3rd speed.

A sleeve S4 is spline-engaged with a hub H4 secured to the output shaft11. When the sleeve S4 is spline-engaged with a dog D4 of the 4th speedmain gear M4, the output shaft 11 rotates at a speed corresponding tothe 4th speed. When the sleeve S4 is spline-engaged with a dog D5 of theinput main gear 13, the output shaft 11 rotates at a speed correspondingto the 5th speed (5th) (in the directly-coupled state). A sleeve S6 isspline-engaged with a hub H6 secured to the counter shaft 12. When thesleeve S6 is spline-engaged with a dog D6 of the 6th speed counter gearC6, the output shaft 11 rotates at a speed corresponding to the 6thspeed.

The sleeves S1, S2, S4, and S6 are manually operated by a driver with adriver's shift lever within the driver's cabin via shift forks F1, F2,F4, and F6 and a shift shaft.

A shift control system in an actual transmission will be described withreference to FIG. 9 and FIG. 10.

In FIG. 9 and FIG. 10, a low speed shift shaft 15 a and a high speedshift shaft 15 b are disposed parallel to the vehicle width directionand along the longitudinal direction of the vehicle. At a rear portionof the low speed shift shaft 15 a, a first shift fork F1 is fixedlysecured. The first shift fork F1 shifts between the 1st speed and thereverse (Rev). In front of the first shift fork F1, a second shift forkF2 is disposed to be movable with respect to the shift shaft 15 a. Thesecond shift fork F2 shifts between the 2nd speed and the 3rd speed.

On the other hand, a third shift fork F4 is disposed at a front portionof the high speed shift shaft 15 b such that the third shift fork F4 ismovable with respect to the shift shaft 15 b. The third shift fork F4shifts between the 4th speed and the 5th speed. At the rear portion ofthe shift shaft 15 b, a counter shaft shift 15 c is disposed parallel tothe shift shaft 15 b. The shift shaft 15 b and the counter shaft shift15 c are coupled together by a link lever 16. On this counter shaftshift 15 c, a fourth shift fork F6 is fixedly secured. The fourth shiftfork F6 shifts to the 6th speed.

On the low speed shift shaft 15 a, a boss 17 a is disposed in front ofthe second shift fork F2. A reverse-1st speed shift block B1 is integralwith the boss 17 a. On the high speed shift shaft 15 b, a boss 17 b isdisposed behind the third shift fork F4. A 6th speed shift block B6 isintegral with the boss 17 b.

Between the reverse-1st speed shift block B1 and the 6th speed shiftblock B6, a 2nd speed-3rd speed shift block B2 and a 4th speed-5th speedshift block B4 are arranged. The 2nd speed-3rd speed shift block B2 iscoupled to the second shift fork F2 by a coupling member 18 a. The 4thspeed-5th speed shift block B4 is coupled to the third shift fork F4 bya coupling member 18 b.

The reverse-1st speed shift block B1, the 2nd speed-3rd speed shiftblock B2, the 4th speed-5th speed shift block B4, and the 6th speedshift block B6 are arranged from the low speed gear to the high speedgear. With the operation of the driver's shift lever, select operationsare sequentially performed from the neutral position of the reverse-1stspeed to those of the 2nd speed-3rd speed, the 4th speed-5th speed, andthe 6th speed. Subsequently, a shift operation is performed from theneutral position of the selected shift block B1, B2, B4, or B6 to adesired gear position (shift position).

That is, when the shift lever engages with the 1st speed shift block B1,the reverse-1st speed shift block B1 is moved forward by the shiftlever. Accordingly, the first shift fork F1 is moved forward via theboss 17 a and the shift shaft 15 a so as to shift from the neutralposition to the 1st speed. When the 1st speed shift block B1 is movedrearward, the first shift fork F1 is moved rearward so as to shift fromthe neutral position to the reverse gear position.

When switching to the 2nd speed or the 3rd speed is desired, theengagement position of the shift lever is moved to the neutral positionof the 2nd speed-3rd speed shift block B2 by the select operation. Fromthis state, the 2nd speed-3rd speed shift block B2 is moved rearward bythe shift lever. Accordingly, the second shift fork F2 is moved rearwardvia the coupling member 18 a so as to shift from the neutral position tothe 2nd speed. The 2nd speed-3rd speed shift block B2 is moved forwardso as to shift from the neutral position to the 3rd speed.

When switching to the 4th speed or the 5th speed is desired, the shiftlever is moved to the neutral position of the 4th speed-5th speed shiftblock B4 by the select operation. Subsequently, the 4th speed-5th speedshift block B4 is moved rearward. Accordingly, the third shift fork F4is moved rearward via the coupling member 18 b so as to shift from theneutral position to the 4th speed. The 4th speed-5th speed shift blockB4 is moved forward so as to shift from the neutral position to the 5thspeed.

When switching to the 6th speed is desired, the shift lever is moved tothe neutral position of the 6th speed shift block B6 by the selectoperation. Subsequently, the 6th speed shift block B6 is moved rearward.Accordingly, the shift shaft 15 b is moved rearward via the boss 17 b,and the counter shaft shift 15 c is moved forward via the link lever 16.Thus, the fourth shift fork F6 is moved forward so as to shift from theneutral position to the 6th speed.

In FIG. 9 and FIG. 10, reference numeral 19 denotes ball clicks forholding the shafts 15 a and 15 b at the respective gear positions andneutral positions.

FIG. 11( a) illustrates the above-described shift patterns of thetransmission TM.

In FIG. 11( a), the 1st speed shift block B1 described with reference toFIG. 9 and FIG. 10 is used to perform a shift operation between thereverse and the 1st speed (shift operation to the reverse or to the 1stspeed). The 2nd speed-3rd speed shift block B2 is used to perform ashift operation between the 2nd speed and the 3rd speed (shift operationto the 2nd speed or to the 3rd speed). The 4th speed-5th speed shiftblock B4 is used to perform a shift operation between the 4th speed andthe 5th speed (shift operation to the 4th speed or to the 5th speed).The 6th speed shift block B6 is used to perform a shift operation to the6th speed. When the shift lever is moved by the select operation, theshift lever is moved along the aligned neutral positions of thereverse-1st speed shift block B1, the 2nd speed-3rd speed shift blockB2, the 4th speed-5th speed shift block B4, and the 6th speed shiftblock B6.

A gear shifting operation with this manual transmission will bedescribed. For example, in the case from the 2nd speed to the 3rd speed,as illustrated in FIG. 11( b), the gear is disengaged from the 2nd speedto the neutral position. Subsequently, the gear is engaged from theneutral position to the 3rd speed. This is straight shifting (i.e.,shifting without the select operation). As illustrated in FIG. 11( c),in the case of a gear shift operation from the 3rd speed to the 4thspeed, the gear is disengaged from the 3rd speed to the neutralposition. Subsequently, a select operation is performed on the shiftlever so as to move to the neutral position of the 4th speed-5th speedshift block B4, and the gear is engaged from the neutral position to the4th speed. This is an elbow plus elbow (crank) shifting (i.e., shiftingwith the select operation).

Operations similar to the above-described operations are required in anautomatic transmission that is equipped with an automatic shiftingdevice prepared based on the transmission illustrated in FIG. 9 and FIG.10.

That is, it is necessary to provide shift levers to be selectivelyengaged with the reverse-1st speed shift block B1, the 2nd speed-3rdspeed shift block B2, the 4th speed-5th speed shift block B4, and the6th speed shift block B6. The shift levers are driven by actuators suchas motors to move the shift blocks B1, B2, B4, and B6.

In the case where the shift operation is performed with the actuators,the rotation speed of the engine and the rotation speed of the outputshaft are detected by rotation sensors in the transmission TM describedwith reference to FIG. 8. The detection results are introduced to anengine control unit (ECU). Based on a gear shift map (speed change map)stored in the ECU, a drive control is performed on the actuatorassociated with the appropriate (desired) gear position to achieve thedesired gear shifting.

LISTING OF REFERENCES Patent Literatures

PATENT LITERATURE 1: Japanese Patent Application Laid-Open Publication(Kokai) No. 2003-240115

PATENT LITERATURE 2: Japanese Patent Application Laid-Open PublicationNo. 2010-159823

SUMMARY OF THE INVENTION Problem(s) to be Solved by the Invention

A general automatic shifting device, which has one actuator for theshift operation and one actuator for the select operation, requires thefollowing operations for the elbow plus elbow shifting. Specifically,disengagement of the gear, a select operation, and a shift operation forengaging the gear are sequentially performed. Additionally, the ECUneeds time to determine, by means of its hardware and software, that therespective operations are completed. Accordingly, there is a problemthat the elbow plus elbow shifting requires more time for speed change(gear shifting) as compared with the straight shifting.

To cope with this problem, as illustrated in FIG. 12, actuators A1, A2,A4, and A6 are disposed. The actuators A1, A2, A4, and A6 independentlyoperate the shift blocks B1, B2, B4, and B6. These actuators A1, A2, A4,and A6 are sequentially driven so as to eliminate the shift operation.The straight shifting is defined as an ordinary shift operation (theshift operation from the 2nd speed to the 3rd speed in the drawing). Theelbow plus elbow shifting only needs to disengage the gear from thecurrent gear position (the shift operation from the 3rd speed to theneutral position in the drawing), make a determination of the geardisengagement in the position enclosed by a circle illustrated in thedrawing, and then perform the shift operation to the desired gearposition (the shift operation in the shift block B4 from the neutralposition to the 4th speed in the drawing) for gear engagement.

While this automatic shifting device of FIG. 12 can be fabricated basedon the transmission illustrated in FIG. 8 to FIG. 10, the actuators A1,A2, A4, and A6 are required corresponding to the number of the shiftblocks B1, B2, B4, and B6. When these actuators A1, A2, A4, and A6should be mounted, it is not easy to find good locations for themounting, and the driving circuit (mechanism) of these actuators is alsorequired. For hydraulic or pneumatic actuators, the actuators can bemade from cylinders and pistons, but there is a problem that hydraulicpiping or pneumatic piping and a hydraulic source or a pneumatic sourceare required.

Alternatively, as illustrated in FIG. 13, odd speed gear positions arepaired, and even gear positions are paired so as to enable straightshifting. Specifically, the straight shifting is enabled between the 1stspeed and the 3rd speed, the straight shifting is enabled between the5th speed and the reverse, the straight shifting is enabled between the2nd speed and the 4th speed, and the straight shifting is enabled to the6th speed. For the 1st speed-3rd speed and the 5th speed-reverse, theshift operation is performed with an odd-number-pair actuator Ao. Forthe 2nd speed-4th speed and the 6th speed, the shift operation isperformed with an even-number-pair actuator Ae. Accordingly, in theshift operation from the 2nd speed to the 3rd speed, the gear positionis shifted from 2nd speed to the neutral position by theeven-number-pair actuator Ae, and the gear is disengaged. Subsequently,a determination on the gear disengagement is made. Then, the shiftoperation can be performed from the neutral position to the 3rd speed bythe odd-number-pair actuator Ao, and the gear is engaged. From the 3rdspeed to the 4th speed, the gear position is shifted from the 3rd speedto the neutral position by the odd-number-pair actuator Ao and the gearis disengaged. Subsequently, a determination on the gear disengagementis made. Then, the shift operation can be performed from the neutralposition to 4th speed by the even-number-pair actuator Ae, and the gearis engaged.

The automatic shifting device of FIG. 13 can operate with theodd-number-pair actuator Ao, the even-number-pair actuator Ae, and theactuator for select operation. This allows reducing the number ofactuators. Also, because this allows performing the select operationprior to shifting the gear position, the time for the gear shifting isnot adversely influenced.

However, the arrangement of the shift forks in the shift control systemof the transmission described with reference to FIG. 9 and FIG. 10corresponds to the respective gear positions of the transmissiondescribed with reference to FIG. 8. Therefore, the shift pattern of FIG.13 cannot be applied to an existing manual transmission, and requires adedicated transmission. This becomes a factor that significantly worsensthe cost.

Therefore, as illustrated in FIG. 14, the arrangement of the shiftblocks B1, B2, B4, and B6 is unchanged, and the shift operations of theshift block B1 in the first row and the shift block B4 in the third roware performed by an actuator Aa whereas the shift operations of theshift block B2 in the second row and the shift block B6 in the fourthrow are performed by an actuator Ab. This shift pattern can be appliedto the existing manual transmission.

However, when the shift operations of the shift block B1 in the firstrow and the shift block B4 in the third row are performed by theactuator Aa and the shift operations of the shift block B2 in the secondrow and the shift block B6 in the fourth row are performed by theactuator Ab, it is necessary to arrange the actuators Aa and Ab opposedto each other across the shift blocks B1, B2, B4, and B6. Additionally,there is a problem that the mechanism for the select operation becomescomplicated. This causes an increase in size, complication, anddeterioration in cost of the automatic shifting device.

Therefore, an object of the present invention to provide a transmissiondevice (speed change apparatus) of a vehicle that can solve theabove-described problems and perform an automatic gear shift using amanual transmission without modifications.

Solutions to the Problems

To achieve the above-described object, the invention of claim 1 providesa transmission device of a vehicle using a transmission. In thetransmission, gear positions of a reverse and a 1st speed are arrangedopposite to one another, gear positions of a 2nd speed and a 3rd speedare arranged opposite to one another, gear positions of a 4th speed anda 5th speed are arranged opposite to one another, and a gear position ofa 6th speed is disposed. The transmission device includes shift blocksused for shift operations to the gear positions. The transmission isconfigured to perform select operations and then perform shiftoperations of the shift blocks for automatic gear shifting. Thetransmission device of the vehicle includes first to fourth shiftlevers, a first select actuator, a first shift actuator, a second selectactuator, and a second shift actuator. The shift blocks are arranged inthe order from the shift block of the reverse-1st speed, the shift blockof the 4th speed-5th speed, the shift block of the 2nd speed-3rd speed,and the shift block of the 6th speed in a direction of the selectoperation. The first to fourth shift levers engage with the shiftblocks. The first select actuator is configured to move, by the selectoperation, the first or second shift lever engaged with the shift blockof the reverse-1st speed or the shift block of the 4th speed-5th speed.The first shift actuator is configured to move the first or second shiftlever by the shift operation. The second select actuator is configuredto move, by the select operation, the third or fourth shift leverengaged with the shift block of the 2nd speed-3rd speed or the shiftblock of the 6th speed. The second shift actuator is configured toperform a shift operation of the third or fourth shift lever that hasmoved by the select operation of the second select actuator.

The invention of claim 2 is directed to the transmission device of thevehicle according to claim 1. In this transmission device, the gearpositions of the reverse and the 1st speed are arranged opposite to oneanother, the gear positions of the 2nd speed and the 3rd speed arearranged opposite to one another, the gear positions of the 4th speedand the 5th speed are arranged opposite to one another, and shift shaftsparallel to one another are disposed at the gear position of the 6thspeed. A first shift fork is fixedly secured to one of the shift shafts(first shift shaft), and the shift block of the reverse-1st speed isalso fixedly secured to the same shift shaft (first shift shaft). Thefirst shift fork is configured to shift the gear positions of thereverse and the 1st speed. A second shift fork is disposed on the sameshift shaft (first shift shaft) such that the second shift fork ismovable in an axial direction. The second shift fork is configured toshift the gear positions of the 2nd speed and the 3rd speed. The shiftblock of the 2nd speed-3rd speed is coupled to the second shift fork. Afourth shift fork is coupled to the other shift shaft (second shiftshaft) via a link lever, and the shift block of the 6th speed is fixedlysecured to the second shift shaft. The fourth shift fork is configuredto shift to the gear position of the 6th speed. A third shift fork isdisposed on the second shift shaft such that the third shift fork ismovable in an axial direction. The third shift fork is configured toshift the gear positions of the 4th speed and the 5th speed. The shiftblock of the 4th speed-5th speed is coupled to the third shift fork.

The invention of claim 3 is directed to the transmission device of thevehicle according to claim 1. In this transmission device, each of thefirst shift lever and the second shift lever is formed in an L shape.The first shift lever is spaced from the second shift lever in anup-down direction, and the first and second shift levers are disposed tobe turnable horizontally. Each of the first shift lever and the secondshift lever has a lever portion in the L-folded part. The lever portionof the first shift lever engages with the shift block of the reverse-1stspeed, and the lever portion of the second shift lever engages with theshift block of the 4th speed-5th speed. Turning of the first shift leverand the second shift lever causes moving, by the shift operation, of theshift block of the reverse-1st speed and the shift block of the 4thspeed-5th speed via the lever portions.

The invention of claim 4 is directed to the transmission device of thevehicle according to claim 3. In this transmission device, each of thethird shift lever and the fourth shift lever is formed in an L shape.The third shift lever is spaced from the fourth shift lever in theup-down direction, and the third and fourth shift levers are disposed tobe turnable horizontally. The third shift lever and the fourth shiftlever are disposed opposite the first shift lever and the second shiftlever. Each of the third shift lever and the fourth shift lever has alever portion in the L-folded part. The lever portion of the third shiftlever engages with the shift block of the 2nd speed-3rd speed, and thelever portion of the fourth shift lever engages with the shift block ofthe 6th speed-5th speed. Turning of the third shift lever and the fourthshift lever causes moving, by the shift operation, of the shift block ofthe 2nd speed-3rd speed and the shift block of the 6th speed via thelever portions.

The invention of claim 5 is directed to the transmission device of thevehicle according to claim 1. In this transmission device, each of thefirst and second select actuators includes a select motor and a shiftcylindrical body. The shift cylindrical body engages with any of rearends of the first and second shift levers or the third and fourth shiftlevers upon rotation of the select motor. Each of the first and secondshift actuators includes a shift motor and a ball screw forreciprocating the shift cylindrical body in a shift operation direction.The ball screw is coupled to the shift motor and threadably mounted onthe shift cylindrical body.

Advantage(s) of the Invention

With the present invention, simply changing the arrangement order of theshift blocks provides an excellent effect that allows automatic gearshifting with a simple structure using the existing manual transmission.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exploded perspective view illustrating a shift controlsystem and an automatic shifting device of a transmission device of avehicle according to one embodiment of the present invention.

FIG. 2 is a perspective view illustrating the shift control system ofthe transmission device of the vehicle according to the embodiment ofthe present invention.

FIG. 3 is a plan view of FIG. 2.

FIG. 4 is a perspective view illustrating the automatic shifting deviceof the transmission device of the vehicle according to the embodiment ofthe present invention.

FIG. 5 is a front view of FIG. 4.

FIG. 6 illustrates the detail of a shifting unit and an actuator in FIG.4.

FIG. 7 is a pair of diagrams illustrating shift patterns and gearshifting operations in the transmission device of the vehicle accordingto the embodiment of the present invention.

FIG. 8 is a skeleton diagram of an existing transmission to be used inthe embodiment of the present invention.

FIG. 9 is a perspective view illustrating a shift control system of aconventional transmission device of a vehicle.

FIG. 10 is a plan view of FIG. 9.

FIG. 11 is a set of diagrams illustrating shift patterns and gearshifting operations in the conventional transmission device of thevehicle.

FIG. 12 is a diagram illustrating shift patterns and gear shiftingoperations when the automatic shifting device is applied to theconventional transmission device of the vehicle.

FIG. 13 is a diagram illustrating other shift patterns and gear shiftingoperations of the automatic shifting device.

FIG. 14 is a diagram illustrating other shift patterns and gear shiftingoperations when the automatic shifting device is applied to theconventional transmission.

MODE FOR CARRYING OUT THE INVENTION

The following describes one preferred embodiment of the presentinvention in detail with reference to the accompanying drawings.

The transmission TM to be used in the embodiment of the presentinvention is as described in FIG. 8. Thus, the description of thetransmission TM is omitted.

Next, a description will be given of a shift control system of thetransmission TM of FIG. 8 with reference to FIG. 1 to FIG. 3.

This shift control system of the transmission TM in FIG. 1 to FIG. 3 isbasically the same as the conventional shift control system describedwith reference to FIG. 9 and FIG. 10. Same or like reference numeralsdesignate identical or corresponding elements in the followingdescription.

In the shift control system of FIG. 1 to FIG. 3, the arrangementconfiguration of the shift shafts 15 a and 15 b and the first to fourthshift forks F1, F2, F4, and F6 are the same. This configuration will bedescribed below. The low speed and high speed shift shafts 15 a and 15 bare disposed parallel to the vehicle width direction and along thelongitudinal direction of the vehicle direction. At the rear portion ofthe low speed shift shaft 15 a, the first shift fork F1 is fixedlysecured. The first shift fork F1 shifts between the 1st speed and thereverse (Rev). In front of the first shift fork F1, the second shiftfork F2 is disposed to be movable in the axial direction with respect tothe shift shaft 15 a. The second shift fork F2 shifts between the 2ndspeed and the 3rd speed.

On the other hand, the third shift fork F4 is disposed at the frontportion of the high speed shift shaft 15 b such that the third shiftfork F4 is movable in the axial direction with respect to the shiftshaft 15 b. The third shift fork F4 shifts between the 4th speed and the5th speed. At (near) the rear portion of the shift shaft 15 b, thecounter shaft shift 15 c is disposed parallel to the shift shaft 15 b.The shift shaft 15 b and the counter shaft shift 15 c are coupledtogether by the link lever 16. The fourth shift fork F6 is fixedlysecured on the counter shaft shift 15 c. The fourth shift fork F6 shiftsto the 6th speed.

For the shift shafts 15 a and 15 b, the second shift fork F2, and thethird shift fork F4, the respective gear positions and neutral positionsare held by the ball clicks 19.

The difference between the shift control system in FIG. 1 to FIG. 3 andthe shift control system in FIG. 9 and FIG. 10 lies in that thearrangement order of the shift blocks B1, B2, B4, and B6 is changed.

Specifically, the shift block B1 of the reverse-1st speed, the shiftblock B4 of the 4th speed-5th speed, the shift block B2 of the 2ndspeed-3rd speed, and the shift block B6 of the 6th speed are arranged inthe select operation direction from the low speed shift shaft 15 a tothe high speed shift shaft 15 b in FIGS. 9 and 10. When this arrangementis compared with the arrangement illustrated in FIGS. 9 and 10, theshift block B2 of the 2nd speed-3rd speed and the shift block B4 of the4th speed-5th speed are reversed in position.

The shift block B1 of the reverse-1st speed is fixedly secured on theshift shaft 15 a via the boss 17 a. The shift block B6 of the 6th speedis fixedly secured on the other shift shaft 15 b via the boss 17 b. Theshift block B4 of the 4th speed-5th speed is coupled to the third shiftfork F4 by a coupling member 21 a. The shift block B2 of the 2ndspeed-3rd speed is coupled to the second shift fork F2 by a couplingmember 21 b.

In the shift block B2 of the 2nd speed-3rd speed, an elongated hole 22is formed. As illustrated in FIG. 5, a guide shaft 23 is inserted intothe elongated hole 22. The guide shaft 23 is disposed at the boss 17 bof the shift block B6 of the 6th speed. The elongated hole 22 of theshift block B2 and the guide shaft 23 guide the movement of the shiftblock B6 of the 6th speed in the shift operation direction. It should benoted that an elongated hole 22 is also formed in the shift block B4 ofthe 4th speed-5th speed because the shift block B4 having the elongatedhole 22 can be fabricated as a common component with the shift block B2of the 2nd speed-3rd speed.

With the shift blocks B1, B4, B2, and B6 arranged in this manner, firstto fourth shift levers 24 a, 25 a, 25 b, 24 b are respectively engagedin the arrangement order. The shift operations are performed with thefirst to fourth shift levers 24 a, 25 a, 25 b, and 24 b.

As illustrated in FIG. 1, FIG. 4, and FIG. 5, the first shift lever 24 aand the second shift lever 25 a are disposed opposite to the third shiftlever 25 b and the fourth shift lever 24 b, and are formed in an Lshape.

As illustrated in FIG. 5, the second shift lever 25 a and the firstshift lever 24 a are disposed to be distant from each other in theup-down direction (height direction) and to be turnable horizontally (ina horizontal plane) about a shaft 28 a. In the first shift lever 24 a, alever portion 26 a in the L folded part engages with the shift block B1of the reverse-1st speed. In the second shift lever 25 a, a leverportion 27 a in the L folded part engages with the shift block B4 of the4th speed-5th speed.

The third shift lever 25 b and the fourth shift lever 24 b are disposedto be distant from each other in the up-down direction and to beturnable in the horizontal plane about to a shaft 28 b. In the thirdshift lever 25 b, a lever portion 27 b in the L folded part engages withthe shift block B2 of the 2nd speed-3rd speed. In the fourth shift lever24 b, a lever portion 26 b in the L folded part engages with the shiftblock B6 of the 6th speed.

The first to fourth shift levers 24 a, 25 a, 25 b, and 24 b are turnedaround the shafts 28 a and 28 b so as to move, by the shift operation,the respective shift blocks B1, B4, B2, and B6 via the associated leverportions 26 a, 27 a, 27 b, and 26 b.

The first shift lever 24 a, which shifts the shift block B1 of thereverse-1st speed, or the second shift lever 25 a, which shifts theshift block B4 of the 4th speed-5th speed, is moved by a first selectactuator 30 a for the select operation. After the select operation, thefirst shift lever 24 a or the second shift lever 25 a is moved by afirst shift actuator 31 a for the shift operation.

The third shift lever 25 b, which shifts the shift block B2 of the 2ndspeed-3rd speed, or the fourth shift lever 24 b, which shifts the shiftblock B6 of the 6th speed, is moved by a second select actuator 30 b forthe select operation. After the select operation, the third shift lever25 b or the fourth shift lever 24 b is moved by a second shift actuator31 b for the shift operation.

The first and second select actuators 30 a and 30 b include selectmotors 33 a and 33 b and rotatable shift cylindrical bodies 34 a and 34b. The shift cylindrical body 34 a or 34 b engages with any of the rearends of the first and second shift levers 24 a and 25 a or the rear endsof the third and fourth shift levers 25 b and 24 b (the rear endsopposite the lever portions 26 a, 27 a, 27 b, and 26 b) upon rotation ofthe select motor 33 a or 33 b. Turning gears 35 a and 35 b are disposedat the select motors 33 a and 33 b. At the shift cylindrical bodies 34 aand 34 b, select gears 36 a and 36 b are disposed. The select gears 36 aand 36 b engage with the turning gears 35 a and 35 b. On the oppositesides of the select gears 36 a and 36 b at the shift cylindrical bodies34 a and 34 b, a pair of engagement protrusions 37 a and 37 b aredisposed. The engagement protrusion 37 a or 37 b engages with any of therear ends of the first and second shift levers 24 a and 25 a or the rearends of the third and fourth shift levers 25 b and 24 b (the rear endsopposite the lever portions 26 a, 27 a, 27 b, and 26 b).

The first and second shift actuators 31 a and 31 b include shift motors40 a and 40 b and ball screws 41 a and 41 b (FIG. 6). The ball screws 41a and 41 b are coupled to the shift motors 40 a and 40 b, and arethreadably mounted on nut portions 38 a and 38 b of the shiftcylindrical bodies 34 a and 34 b so as to reciprocate the shiftcylindrical bodies 34 a and 34 b in the shift operation direction.

U-shaped interlock plates 42 a and 42 b are disposed on the shafts ofthe ball screws 41 a and 41 b. The interlock plates 42 a and 42 b house(receive) the distal end portions of the engagement protrusions 37 a and37 b of the shift cylindrical bodies 34 a and 34 b, and the rotations ofthe interlock plates 42 a and 42 b are restricted (regulated) by theshift cylindrical bodies 34 a and 34 b. The interlock plates 42 a and 42b have interlock grooves 43 a and 43 b and depression grooves (recesses)44 a and 44 b. The interlock grooves 43 a and 43 b guide the shiftcylindrical bodies 34 a and 34 b in the shift operation direction. Thegrooves 44 a and 44 b receive the rear ends of the first to fourth shiftlevers 24 a, 25 a, 25 b, and 24 b between the engagement protrusions 37a and 37 b. Movements of the shift levers 24 a, 25 a, 25 b, and 24 bthat are not selected by the engagement protrusions 37 a and 37 b arerestricted (regulated) by the grooves 44 a and 44 b.

The first and second select actuators 30 a and 30 b control the rotationpositions of the shift cylindrical bodies 34 a and 34 b via the turninggears 35 a and 35 b and the select gears 36 a and 36 b with the forwarddirection rotation or the reverse direction rotation of the selectmotors 33 a and 33 b. The first and second select actuators 30 a and 30b select one of the two positions of the engagement protrusions 37 a and37 b. At one of the two positions (higher position), the engagementprotrusions 37 a and 37 b are engaged with the rear ends of the secondshift lever 25 a and the third shift lever 25 b (the rear ends oppositethe lever portions 27 a and 27 b). At the other position (lowerposition), the engagement protrusions 37 a and 37 b are engaged with therear ends of the first and fourth shift levers 24 a and 24 b (the rearends opposite the lever portions 26 a and 26 b).

In the state where the second shift lever 25 a and the third shift lever25 b in the upper position are selected or the second shift lever 24 aand the fourth shift lever 24 b in the lower position are selected, theshift motors 40 a and 40 b of the first and second shift actuators 31 aand 31 b are rotated in the forward rotation direction or the reverserotation direction. Upon the rotations of the shift motors, the shiftcylindrical bodies 34 a and 34 b are moved from the neutral position inthe shift operation direction by the ball screws 41 a and 41 b.Accordingly, the first to fourth shift levers 24 a, 25 a, 25 b, and 24 bare turned around the shafts 28 a and 28 b so as to move the shiftblocks B1, B4, B2, and B6 in the shift operation direction via the leverportions 26 a, 27 a, 27 b, and 26 b. Thus, the gear is engaged at adesired gear position or the gear is disengaged from a desired gearposition to the neutral position.

A description will be given of an automatic shift operation in theabove-described automatic shifting device using FIGS. 7( a) and 7(b).

Firstly, as described above, when selecting (deciding) a particular gearposition, the ECU selects the gear position using the engine rotationspeed, the engine load, the output shaft rotation speed (vehicle speed),and other parameters based on a speed change map that is stored in theECU beforehand.

At the time of the straight shifting for shifting the gear position fromthe 2nd speed to the 3rd speed in FIG. 7( a), the second select actuator30 b illustrated in FIG. 1, FIG. 4, and FIG. 5 moves the shiftcylindrical body 34 b for the shift operation when the second shiftactuator 31 b is driven, with the engagement protrusion 37 b beingengaged with the third shift lever 25 b (with the engagement protrusion37 b being held in this rotation position). As the third shift lever 25b is turned, with the lever portion 27 b of the third shift lever 25 bbeing engaged with the shift block B2, the shift block B2 is moved fromthe 2nd speed position to the 3rd speed position so as to shift the gearposition from the 2nd speed to the 3rd speed.

At the time of shifting from the 3rd speed to the 4th speed, the secondshift actuator 31 b moves the shift block B2 from the 3rd speed positionto a neutral position N. Then, the ECU confirms the gear disengagementfrom the 3rd speed. Subsequently, the first shift actuator 31 a turnsthe second shift lever 25 a so as to move the shift block B4 from theneutral position N to the 4th speed position. Thus, the gear position isshifted to the 4th speed.

When this shift block B2 is moved up to the neutral position N, the ECUperforms a select operation such that the first select actuator 30 amoves the shift block B4 using the second shift lever 25 a for theselect operation. After the shift block B2 is moved up to the neutralposition N and the gear is disengaged, the first shift actuator 31 a canimmediately move the shift block B2 to the 4th speed position. Thiseliminates a need for the elbow plus elbow shifting described in theconventional arrangement.

Thus, the two independent first and second shift actuators 31 a and 31 bare used for the shift operation. Accordingly, when the shift block B2of the 2nd speed-3rd speed in FIG. 7( a) is in the 2nd speed or the 3rdspeed, the first select actuator 30 a can move the shift block B4 forthe select operation in advance. At the time of shifting from the 3rdspeed to the 4th speed, it is possible to confirm that the gear is inthe neutral position (i.e., gear disengagement is made) illustrated by acircle, and then shift to the 4th speed. At the time of shifting fromthe 4th speed to the 5th speed, it is only necessary to directly performstraight shifting of the shift block B4. Furthermore, at the time ofshifting from the 5th speed to the 6th speed, it is only necessary toreturn the shift block B4 from the 5th speed to the neutral position Nusing the first shift actuator 31 a and to move the shift block B6 fromthe neutral position N to the 6th speed using the second shift actuator31 b.

In FIG. 7( a), it is only necessary to directly perform straightshifting for the change in gear position from the 5th speed to the 4thspeed and from the 3rd speed to the 2nd speed. When changing the gearposition from the 4th speed to the 3rd speed, the second select actuator30 b can move the shift block B2 for the select operation in advance.When changing the gear position from the 2nd speed to the 1st speed, thefirst select actuator 30 a can move the shift block B1 for the selectoperation. Thus, these changes are substantially performed by straightshifting.

In the case where the current gear position is in the 1st speed asillustrated in FIG. 7( b), one of shifting from the 1st speed to thereverse (Rev) and shifting from the 1st speed to the 2nd speed isperformed. When shifting from the 1st speed to the reverse, it is onlynecessary to directly perform straight shifting using the first shiftactuator 31 a. When shifting from the 1st speed to the 2nd speed, thesecond select actuator 30 b can perform a select operation of the shiftblock B2 in advance. Thus, it is only necessary to move the gearposition from the 1st speed to the neutral position N, confirm the geardisengagement, and then perform a shift operation of the shift block B2from the neutral position N to the 3rd speed position.

As described above, the embodiment of the present invention uses theconventional transmission. The shift block B2 of the 2nd speed-3rd speedand the shift block B4 of the 4th speed-5th speed are reversed inposition, as compared with the conventional shift block arrangement. Inthe conventional shift block arrangement, the shift blocks are arrangedin the order from the low speed gear to the high speed gear. In theembodiment of the present invention, the shift blocks B2 and B4 arecoupled to the shift forks F2 and F4 via the coupling members 21 a and21 b. This simple configuration allows an automatic shift with a simplestructure using the existing manual transmission, and eliminates theunnecessary select operation in the elbow plus elbow shifting.

EXPLANATION OF REFERENCE NUMERALS

-   -   24 a first shift lever    -   25 a second shift lever    -   25 b third shift lever    -   24 b fourth shift lever    -   30 a first select actuator    -   30 b second select actuator    -   31 a first shift actuator    -   31 b second shift actuator    -   B1, B4, B2, B6 shift block

What is claimed is:
 1. A transmission device of a vehicle using atransmission, the transmission having a reverse gear position and a 1stspeed gear position arranged opposite to one another, a 2nd speed gearposition and a 3rd speed gear position arranged opposite to one another,a 4th speed gear position and a 5th speed gear position arrangedopposite to one another, and a 6th speed gear position, with shiftblocks configured to shift into the gear positions by a shift operation,the transmission being configured to perform a select operation and thenperform the shift operation of the shift blocks for an automatic gearshifting, the transmission device comprising: the shift blocks includinga shift block of a reverse-1st speed, the shift block of a 4th speed-5thspeed, a shift block of a 2nd speed-3rd speed, and a shift block of a6th speed arranged in a direction of the select operation; first tofourth shift levers configured to engage with the shift blocks, a firstselect actuator configured to move, by the select operation, the firstshift lever engaged with the shift block of the reverse-1st speed or thesecond shift lever engaged with the shift block of the 4th speed-5thspeed; a first shift actuator configured to move the first or secondshift lever by the shift operation; a second select actuator configuredto move, by the select operation, the third shift lever engaged with theshift block of the 2nd speed-3rd speed or the fourth shift lever engagedwith the shift block of the 6th speed; and a second shift actuatorconfigured to perform the shift operation of the third or fourth shiftlever that has moved by the select operation of the second selectactuator.
 2. The transmission device of the vehicle according to claim1, wherein the gear positions of the reverse and the 1st-speed arearranged opposite to one another, the gear positions of the 2nd speedand the 3rd speed are arranged opposite to one another, the gearpositions of the 4th speed and the 5th speed are arranged opposite toone another, first and second shift shafts parallel to one another aredisposed at the gear position of the 6th speed, a first shift fork isfixedly secured to the first shift shaft, the shift block of thereverse-1st speed is fixedly secured to the first shift shaft, the firstshift fork is configured to shift the gear positions of the reverse andthe 1st speed, a second shift fork is disposed on the first shift shaftsuch that the second shift fork is movable in an axial direction, thesecond shift fork is configured to shift the gear positions of the 2ndspeed and the 3rd speed, the shift block of the 2nd speed-3rd speed iscoupled to the second shift fork, a fourth shift fork is coupled to thesecond shift shaft via a link lever, the shift block of the 6th speed isfixedly secured to the second shift shaft, the fourth shift fork isconfigured to shift to the gear position of the 6th speed, a third shiftfork is disposed on the second shift shaft such that the third shiftfork is movable in the axial direction, the third shift fork isconfigured to shift the gear positions of the 4th speed and the 5thspeed, and the shift block of the 4th speed-5th speed is coupled to thethird shift fork.
 3. The transmission device according to claim 1,wherein each of the first shift lever and the second shift lever isformed in an L shape, the first shift lever is spaced from the secondshift lever in an up-down direction, the first and second shift leversare turnable horizontally, each of the first shift lever and the secondshift lever has a lever portion in an L-folded part, the lever portionof the first shift lever engages with the shift block of the reverse-1stspeed, the lever portion of the second shift lever engages with theshift block of the 4th speed-5th speed, and turning of the first shiftlever and the second shift lever causes moving, by the shift operation,of the shift block of the reverse-1st speed and the shift block of the4th speed-5th speed via the lever portions.
 4. The transmission deviceof the vehicle according to claim 3, wherein each of the third shiftlever and the fourth shift lever is formed in an L shape, the thirdshift lever is spaced from the fourth shift lever in an up-downdirection, the third and fourth shift levers are turnable horizontally,the third shift lever and the fourth shift lever are disposed oppositethe first shift lever and the second shift lever, each of the thirdshift lever and the fourth shift lever has a lever portion in anL-folded part, the lever portion of the third shift lever engages withthe shift block of the 2nd speed-3rd speed, the lever portion of thefourth shift lever engages with the shift block of the 6th speed-5thspeed, and turning of the third shift lever and the fourth shift levercauses moving, by the shift operation, of the shift block of the 2ndspeed-3rd speed and the shift block of the 6th speed via the leverportions.
 5. The transmission device of the vehicle according to claim1, wherein each of the first and second select actuators includes aselect motor and a shift cylindrical body, the shift cylindrical bodyengages with any of rear ends of the first and second shift levers orthe third and fourth shift levers upon rotation of the associated selectmotor, each of the first and second shift actuators includes a shiftmotor and a ball screw for reciprocating the shift cylindrical body inthe direction of the shift operation, and the ball screw is coupled tothe associated shift motor and threadably mounted on the associatedshift cylindrical body.